Control system.



A. 1. HALL. CONTROL SYSTEM.

APPLICATION FILED SEPT-15' 19H.

Patented Nov. 13, 1917.

- 3 SHEETS-SHEET I.

INVENTOR fl/f/n/ri Ha/ j I. ATTORNEY A. 1. HALL.

CONTROL SYSTEM. APPLICATION min SEPT- 15. NH.

Patented Nov. 13, 1917.

3 SHEETS-*SHEET 2.

INVE-NTOR i A/"f/wrJ. f/a// BY ATTORNEY A. J. HALL.

CONTROL SYSTEM.

APPLICATION men SEPT-15.1914.

Patented Nov. 13, 1917.

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INVENTOR AFT/70F]. Ha/t momvav w vi 8 a8 UNITED STATES. PATENT orr on I ARTHUR J. HALL, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC AND -1VIANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

. CONTROL SYSTEM.

Patented Nov. 13, 1917.

Application filed September 15, 1915. Serial No. 861,767. I I

To all whom it mayconccm:

Be it known that I, ARTHUR J. HALL, a subject of the King of Great Britain, and a resident of \Vilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Control Systems, of which the followingis a specification.

Myinvention relates to control systems for dynamo-electric machines, and it has special reference to systems that are adapted to control the operation of electric locomotires or other electrically propelled vehicles.

One of the objects of my invention is to provide a control system of the multiple unit type for governing the operation of the driving motors of an electric locomotive comprising two units that are operated together or of anelectric locomotive comprising two motor-driven trucks.

Another object of my invention is to provide a simple system of the above-indicated type embodyingmeans for arranging the motor-circuit connections for difierent ranges of operating speeds, and also means for effecting successive transitions in the motorcircuit connections of the several half units or driving trucks, whereby a portion ot' the driving motors act upon the common load during the period of transition.

In my co-pending application, Serial No. 860,607 filed September 8th, 1914, I have shown and described, in detail, a system of control of the general class to which my present invention pertains, except that,"in the system referred to, if two half units are employed, the 1notor-circuit connections are changed over from one speed combination to another concurrently, in which event, the driving effort of all of the motors is discontinued during the transition in motorcircuit connections. I

According to my present invention, I propose to provide 'means associated with the master controller for effecting the transitions separately and successively, While permitting oi concurrent governing of the acceleration of the several sets of driving motors.

In order to accomplish the intended results, I provide each locomotive half unit or each driving truck, as the case may be, with identical main and control apparatus and circuit connections which are preferably similar to those set forth in my. copending application already referred to.

Furthermore, I employ a similar master controller and tram line conductors, and,

in addition thereto, themaster controlleris provided with an extra conducting segment which isadapted to cooperatively engage additional stationary contact terminals that, are connected to corresponding additional train line conductors in such manner that, in moving from one operative position of the master controller to the adjacent position, a successive transition of the motorcircuit connections of the several driving unitsis effected. i

In the accompanying drawings, Figure 1: is a view in side-elevation, ofan electric locomotive comprising two half units for the control of which my invention is adapted; Fig. 2 is a diagrammatic view of a sys tem of control embodying my inventiomthc main-circuit connections and apparatus of both locomotive units being shown; Fig. 3 is a diagrammatic view of the complete main-circuit connections and main control apparatus of a portion of my system of control that is adapted to govern the operation of one of the locomotive half units, the auxiliary control apparatus that is actually associated with, and actuated by, certain of the main control apparatus being shown, while the control circuits thereof a re omitted for the sake of clearness; and Fig. lis a diagrammatic view of a part of the controlcircuit connections and control apparatus. including the energizing coils and auxiliary interlocking switches shown. in Fig. 3, of my system of control which is adapted to govern the operation of the apparatus shown in Fig. 2.

Only the control apparatusand circuit connections of the first locomotive unit are shown completely, whilethose for the second locomotive half unit are omitted, on account of their similarity to that portion shown in detail, and are indicated only by three of the auxiliary control circuits which are connected to the train line conductors that are provided exclusively for the control I of the second locomotive unit. By so omitting these duplicate control-circuit connections and apparatus, wh ch funct on in precisely the same manner as the corresponding connections and apparatus for governing the first locomotive half unit, it is believed that a material simplification of the drawings and of the specification results, without detracting in any way from the clearness of disclosure.

Figs. 5, 6 and 7 are diagrammatic views showing the arrangement of motor-circuit connections of the motors of one locomotive half unit for three different speed combina tions or ranges of operating speeds.

Inasmuch as the present invention does not pertain'directly to the general arrangement of apparatus, circuit connections and mode of operation of the system, a complete description thereof will not be given, particularly:v since it is clearly and fully set forth in my hereinbefore mentioned co-pending application. I shall, therefore, describe the general operation of the system only at suflicient length to constitute a clear exposition of my invention, and shall pay particular attention to that portion of the system which controls and effects the successive transitions of the several driving units.

Referring to the drawings, the system shownis adapted for the control of a plurality of locomotive half units land 2 that constitute a. single locomotive and which are respectively provided with driving motors M and M and M and 1V Obviously, the arrangement of motors with respect to the vehiele is relatively unimportant, and my invention is equally applicable to a single loc0- motive'unit having a plurality of driving motors associated with each of its driving trucks.

The system comprises a plurality of supply circuit conductors 5, 6, and 7 which are adapted to deliver polyphase alternating current energy to the polyphase induction driving motors M M 3 3 and M a plura-lity of line switches A B C and A B C and A B C and A B, and C, for respectively connecting the supply circuit conductors 5, 6 and 7 to the respective motors M M M and M pole change-over switches PCO and P00 for arranging the winding connections of the motors h 1 and M for dillerent numbers of poles; a cascade switch CS for connecting the motors M and M either in cascade'relation orin parallel relation; a plurality of pole changeover switches PGO and PCO" for connecting the windings of motors M and M for different number of poles; a cascade switch CS for arranging the motorsM and M in cascade relation and in parallel circuit relation; a pluralityof liquid rheostats LE LE LR and LR that are respectively adapted to be connected in the secondary circuits of motors N M M and M for governing the acceleration thereof; a plurality of operating devices OD and OD for respectively actuating the rheostats LR and LE and the rheostats LE and LR; and a )llllZl-lll) Of SYVltChOS X 1 and X Y and 1 a. T 1 2 I tablishing short circuiting connections for the device CD to ether with their auxiliar F apparatus and circuit connections constitute means for governing theoperation of the motors M and M that are associated with locomotive unit 1, while similar devices PCO PCO, CS LR, LE and OD perform similar functions for the driving motors M and M of the second locomotive unit 2.

The motors M M M and M are preferably of the wound rotor polyphase induction type have primary windings P P P and P and secondary windings S S S and S respectively. Initially, the windings are connected in delta relation and are adapted for a particular number of poles, for instance, eight poles, while said windings may be reconnected in such manner as to halve the poles and thus produce machines of the four-pole type. No description of the means for adapting the motors for different number of poles will be given, inasmuch as such connections are old and well known in the art.

Particular reference may now be had to Fig. 3, which sets forth the main circuit apparatus and connections for locomotive unit 1. A duplicate set of apparatus and circuit connections is employed for locomotive unit 2 and, therefore, it is deemed necessary to describe only a single set thereof.

The pole change-over switch POO comprises a group 10 of cooperating stationary and movable main contact members and a group 20 of cooperating stationary and movable interlock switch memhers that are adapted to make cooperative engagement upon the position-indicating lines S and P. The pole change-over switch PCO similarly comprises a group 35 of main contact members and a group 45 of interlock switch members that are also adapted for cooperative engagement upon the position-indicating lines S and 4: Vhen the pole change over switches PCO and PCO occupy their 8 positions, the windings of motors M and M are arranged for eight poles, while, in thei position, the changeover switches adapt the motor windings for four poles. The change-over switches PCO and P00 are adapted for electromagnetic actuation,

The cascade switch CS is similar in construction and operation to the pole changeover switches and comprises a group of cooperating main stationary and movable contact members and a group (30 of cooper iii ating interlock switch members. The cascade switch CS is adapted to occupy two positions on and 01f, in which its main contact members effect a cascade arrangement of the motors M and M or connect them in parallel circuit relation. This switch is also electromagnetically actuated.

By proper manipulation of the switches P00 P60 and CS the motors M and M nay be connected first, in cascade relation, with eight poles, as shown in Fig. 5, second, in parallel relation, with eight poles, as shown ,in Fig. 6 and third, in parallel relation, with four poles, as shown in Fig. 7 whereby the motorsare adapted for three different ranges of operating speeds, for instance, from zeroto seven miles per hour, from seven to fourteen miles per hour, and from fourteen to twenty-eight miles per hour.

The liquid rheostat LR comprises a tank 7 5 having an inlet opening 7 6 through which electrolyte continuously flows, a discharge opening 77 and a plurality of electrodes 78. Associated with the discharge opening 77 are a phn'ality of concentrically related valves 81 and 82. The discharge valve 81 surrounds a tubular member 83 which is secured to the inner. edges of the discharge opening 77 and is provided with a plurality of openings 83" near its lower end, and said discharge valve 81 is adapted to be moved downwardly to close said openings 83 The valve82 isthe regulating valve and is slidablyfitted within the tube 88 and is adapted to be raised or lowered to affect the height of the electrolyte within the rheostat, it being understood that the electrolyte is being continuously admitted into the rheostat and that theeXcess thereof, when the discharge valve is closed, overflows through said'regulating valve 82 and the discharge opening 77. The discharge valve 81 is mechanically associated with a pneumatic operating device 86 which is conveniently supported by a member87;

The operating device 86 comprises a cylinder 88 containing a movable piston 89 which is normallyheld in its upperposition by a spring 90. An electrically operated outlet valve OV governs the admission of fluid thereto from asuitable source (not shown) and is provided with an interlock switch85. The valve 0V when de'e'nergized, is closed and cuts off the supply of operating fluid while establishing a communication between the cylinder 86 and the atmosphere, whereby its associated discharge valve 81 is held en. Since "the liquid rheostat LR is similar,

' in all respects, to the rheostat LE no descriation thereof will be given. -Theassociated outlet valve 0V is adapted to control the actuation of the discharge valve 81 of rheostat LR in the same manner as set forth in connection with rheostat LE and is provided with interlock switches 98, 99and 100.

The regulating valves 82 of rheostats LE and LE are mechanically associated with the operating devices OD and OD respectively, being connected to the ends of a common supporting member or arm 91 that is associated with a piston rod 92 having end pistons 93 and 94, which are movable within a plurality of operating cylinders 95 and 96, respectively. The lower end of operating cylinder 96 is provided with an electrically operated valve marked On which, when de'e'nergized, establishes communication between the cylinder 96 and the atmosphere and, when energized, admits operating fluid thereto. An electrically operated valve marked Off is connected to the upper end of cylinder 95 and, when deenergized, is open to admit operating fluid into said cylinder. Under normal operating conditions, therefore, when both the on and oil magnet valves are decnergized, pressure is relcased'beneath the piston 94: and is admitted above the piston 93, whereby the regulating valves 82 of the several rheostats LR and LE are biased to, and maintained in, their lowest positions. hen both magnet valves are energized, the reverse conditions are obtained, and the regulating valves 82 are moved upwardly; When only the on magnet valve is energized, balanced pressures are obtained on the opposite sides of the pistons93 and 9 i, and the mechanism is maintained at rest. The operating device OD as a whole, is termed a balanced-pressure operating device.

Associated with the operating device OD are a plurality of. interlock switches 101LRup and 102LRup to coiiperate with the cross arm 91 which operates the regulating valves, 82, and said interlock switches are normally opened when the regulating valves 82 and the arm 91 are int-heir lowest positions and are subsequently closed by suitable meansas soon asthe crossarm 91 .isinitially raised. Another auxiliary interlock switch 103-LRtop is associated with the operating device OD and is an ranged to be closed only when the cross arm 91 and associated regulating valves 82 are raised to their uppermost or top positI DS. The, interlock switches associated with the outlet'valves 0V and 0V are opened when their associated valves are deenergized and closed when their respective valves are energized and opened. Hereinafter, the several interlock switches referred to. will be designated by their reference numerals together with the valve with which they are associated and the position of the valve in which the switch is closed, for instance, interlock switch lO0OV 'open.

Having set forth the arrangement of apnected to the secondary windings S 01 motor 11 and. the primary windings P of motor M connected to the rheostat LE Moreover, the windings of theseveral inc-- tors are connected for their larger number of poles, namely, eight poles, and hence, this cascade arrangement gives the equivalent of a sixteen-pole machine, so far as the speed of operation is concerned. This constitutes the lowest-speed connection, which, itv will be assumed,.is adapted to produce a speed of approximately seven miles per hour,

Having established the cascade connections of motors M and M outlet valve 0V? is energized to efiect the closure of the dis charge .valve 81 or"v rheostat LR", under which condition the continuous flow of electrolyteinto thev rheostat raises the height thereof to the fluslrlevel, at which height the electrodes '78 are partially immersed and the excess of electrolyte overflows. Subsequent to the action of the outlet valve 0V andbefore the .flush-level is established, the line switches A Bi and C are closed to connect the supply line conductors 5, 6 and 7 to the primary windings P of motor M The motor circuit connections are then as motor M is'gradually excluded. The, elevation of the electrolyte is, of course, ,efiected by raising the regulating valve '82 through the balanced-pressure operating device OD ,'it being understood thatsa-id device is caused to actuate said val-ve'by energizing the ofiiand the on? magnet valves,

' whereby operating fluid is admitted beneath piston .94; and released above piston 93. The movement of the valve 82, and hence, motor acceleration, may be arrested by de energizing the off valve, whereby balanced pressures, acting upon the pistons 93 and 94, are. obtained.

Having raised the electrolyte to its maximum height, all the resistance is excluded from the secondary circuit of motor 1 and theshort-circuiting switches X and Y are closed. The full-speed operation for this particular connection of motors is thus obtained, namely, seven miles per hour, and

this is the first running position of the motors.

In order to increase the motor speed, the

valve 0V is deenergized to permit the opening of the discharge valve 81 of the rheostat LE balanced-pressure operating device CD and its assocra ed regulating valves to be lowered to their initial positions, whereby the liquid rheostat LB serves to interrupt the motor" The outlet valves 0V and Ovtare then energized to effect the closure of the discharge valves 81 of the rheostats L11 and LltP, whereby the flush levels" oi the electrolyte are established. Prior thereto, however, line switches A B and C and A l3 and C are closed. Thus, energy is sup i plied to the motors M and M?, which are connected in parallel. and iiujlependently to rheostats LE and LL1 the motor circuit connections being as shown in Fig. 6.

To increase the motor speed, the operatingdevice OD is actuated to raise the regulating valves 82, whereby the electrolyte level is increased and the motor secondary resistances correspondingly decreased until the maximum height of the electrolyte is reached,-when the shortcircuiting switches X Y and X and Y are closed. motors h 1! and M? are then 'connected in multiple to the supply circuit, with their larger number of poles, namelypeight poles. This is the second running position of the motors, and the speed thereof is substantially double that of the first arrangement of motor circuit connections, namely, fourteen miles per hour. V f

A still further-range of operatingspeeds may be obtained by. again emptying the rheostats LE and. LE of electrolyte and subsequently opening the several line switches, as hereinbefore described, after which the pole change-over switches PCO ElllCl'PCO are moved into their four-pole positions 4?, whereby the windings of motors M and M are rearranged to halve the number of poles, thus producing tourpole machines. The cascade switch CS remains in its off position, whereby the mul tiple arrangement of the motors M and M? is maintained.

Subsequent to arranging the motors 'for multiple operation and four-pole windings, the outlet valves 0V and 0V and the line switches A B C and A ,]3 and C are The oil' and on magnet valves are also deenerglzed to permit the The.

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actuated in the manner already set forth. The motor connections are then as shown in Fig. 7. Energy is thus supplied to the motors l 1 and M and they may be brought up to speed by raising the level of the electrolyte within the rheostats LE and LE until the maximum heights are reached, when the short-circuit switches X Y and X and Y are closed. Under these conditions, the motors 1 1 and M are connected in multiple arrangement with four poles, each with all their secondary resistance excluded. This is the third or full runningspced condition and is adapted to efl'ecta speed of twenty-eight miles per hour.

It will be seen, therefore, that the motors may be arranged for three ranges of operatcontroller MC comprising two parts, a speed drum SD and an acceleration drum AD. The speed drum SD comprises a plurality of stationary contact terminals LS, B-, 'l": +a ABII': 1: u 1, 2 2 and 28/ which are adapted to cooperatively engage'a plurality of movable conducting segments 110, 111, 112 and 113 upon the position-indicating lines 7, 14 and 28 which represent the operative positions of the speed drum SD in which the connections of the motors of the several locomotive half units 1 and 2 are arranged for different speed combinations or ranges of operating speeds. The acceleration drum AD comprises stationary contact terminals B+, AB+, on and off which cooperate with a movable conducting segment 115 and effect engagement therewith upon the posit1on-1nd1 eating lines marked Lower, Hold and Raise.

In order to provide for multiple unit train operation, a plurality of train line conductors are employed, namely, 13-[-, B, LS, LS+, 7 1 1 28 on, off, 7 14 and 28 these train line conductors being electrically connected to the stationary contact terminals of the master controller MC bearing corresponding reference characters.

The energizing circuits of the various electrically operated switches, valves and elec tromagnets for controlling the operation of locomotive unit 1 are connected to the proper train line conductors through suitable interlook switches by the manipulation of the master controller, in the manner set forth in my co-pending applicatlon.

The control of the locomotive unit 2 is effected by a dupli cate set of control connections (not shown) which are similarly connected to the train linelconductors and which operate in substantially the same manner.

The point of distinction in connections between this system and that set forth in my co-pending application resides'in the employment of additional stationary contact terminals 7 14 and 28 and cooperating movable segment 113, together with additional train line conductors 7 14: and 28 which are adapted to supply energy for the actuation of certain of the electrically operated switches, valves and electro-magnets of the locomotive unit 2 in a similar manner to that supplied to the corresponding devices of locomotive unit 1. I

The configuration of conducting segment 113 is such with respect to conducting segment 112 that, in the transition from one speed combination to another, the changeover of the circuitrconnections of motors M and M of locomotive unit 2 is effected prior to that of motors M and M of locomotive unit 1, whereby the driving motors of one of the units serve to act upon and carry the load during transitions.

The acceleration drum AD is adapted to control the operation of the several operating devices OD and CD whereby the several regulating valves'82 of the rheostats LE LE LE and LR are simultaneously raised or lowered in position to effect corresponding changes in the levels of the electrolyte within the several rheostats, whereby the acceleration of the several driving motors M M M and M is governed concurrently- Without attempting a complete description, a brief exposition of the operation of the systemwill now be given, particular attention being given to the novel features of the system which provide for successive trans sitions in the motor connections between the several speed combinations.

Assuming the apparatus and connections to be as shown, the speed drum SD is first moved into its position 7, while the acceleration drum AD is moved to its lower position, whereby the several outlet valves OV and OV of the respective operating devices OD and OD are concurrently energized to effect the simultaneous closure of the corresponding discharge valves 81, provided that the several pole change-over switches and cascade switches occupy their proper positions for establishing the first set of motor connections, as shown in Fig. 5.

Subsequent to the closure of the discharge valves 81, the several sets of line switches A 13 and C and A B and C are closed to connect the'motors M and M to the supply circuits 5, G and 7. The acceleration drum AD may then be moved to its raise positionin which the off and on magnet valves of the several. operating devices 013 and OD are energized to cause said devices to raise their associated regulating valves 82 in position for effecting the concurrent ac celeration of all of the driving motors M M, M and 1/1 Then the operating devices OD and ()D have reached their upper limitojf travel, the several sets of short circuit switches X and X Y are closed. 7

In order to increase the speedor' motor operation, it is necessary to rearrange the motor connections anchin order to accomplish this end, the] speed drum SD is moved to a position substantially midway between its positions 7 and 141-, where it islield for a sul'iicient interval to permit the transition in motgn-circuit connections of the locoitno-tive unit 82' before being moved into position 1%.

In the mid-position referred to, conducting segment 113 disengages contact terminal 7' and, hence, the train line conductors 7 3 reaches its lowermost position, lineL switches A Be d C will be opened, atterfwhich cascade switch Co will be actuated into its off position by reason of the cooperative engagement of contact terminal 1 1, with conducting segment 113 which energizes train line conductor 1 1 and the operating magnet of said switch. Subsequently, the outlet magnet valves 0V and 0V are energized to efiect the closure of the ,discharge valves 81 of rhcostats LE and Litafter which the line switches A, C? and A 13 and C areclosed and the operating device OD is again actuated to raise the levelio'f the electrolyte within rheostats LE and LR: in accordance, with the manipula tion of the accelerating drum AD.

As soonas the connections of the motors 'M and M* of locomotive unit 2 have been rearranged for the secondoperatingfspeed, the speed drum SD is moved into its posi tion 1%, whereby the transition and reconnection of motors M and M is efi'ected and normal operation is resumed v Similarly, in the transition of motor-circuit connections between positions 14 and 28 of the speed drum SD, the change-over of motor connections of the locomotive unit 2 and locomotive unit 1 are eiiiected successively, in a manner similar to that already described.

, Moreover, in moving from one of the higher operating speed positions to a lower one, a successive change-over of the motor connections is effected, although, in this case, the transitions of the motors associated with locomotive unit 1 is effected prior to that of locomotive unit 2-by reason of the relationship of parts for the conducting segments 112 and 113 of the speed drum.

, No further description or the system is deemed necessary, it being believed that those skilled in the art will haveno ditiiculty in understanding the novel features of my present invention without an amplified description of thoscportions oi the syr tem which are old andifully disclosed in my c'o-pending application.

In its broadest aspect, my invention is not restricted to any particular type oiidriving motors or class of control systems, and it evident that the specific arrangement and location of parts and circuit connections shownpis, therefore, relatively uncssential except as they illustrate a (ZOIYlPlGiQ and operative system embodying my invention. lilodifications therein may obviously be made within the spirit and scope of my invention and I have intended to cover such modifications in the appended claims.

I claim as my invention:

1. In a system of control, the comhination with a source of energy, two similar setsot polyphase induction motors adapted to drive a common load and receiving energy from said source, and switching means for arranging the motors ofcach set for cascade and for parallel operation, whereby difi'erent ranges of operating speeds ll "tai'ned, of means for successively rear ing the connections of said sets of driv motors, whereby one set o1" motors is driving during the transition in connections oftho 1 Other set.

2. In a system of control, the combinationavith asource of energygtwo similar sets'of poly'phase induction lIlQtOl'F; adapted to drive 2160111111011 load and receiving energy from, said source, means for changing the motor connections for each set, v -hereby (liliferent'r'ange's of operating speeds are'ohtained, and means for governing the' acceloration ofthe motorsgitor each speed arrangement, of means for causing theconncctions of one set of motors to be changed prior to those of the other set, whereby a continuousdriving effort upon the load is maintained. v. l a i 3. In a system of control, the combination with a source 'ofenei "y, and two sets of polyphase induction motors'adapted to drive a common load and receiving energy tion With the same number of poles, and for 4-. In a system of control, the combination.

with a source or" energy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from sald source, and switching means for arranging the motor connections of each set o1 motors for several speeds or" operation, of controllable electrically governed means for controlling the operation of said switch- ...g ans and for causing the switching means of one set oi motors to eiiect the transition in speed connections prior to that oil the other set, whereby one set of motors is operating during the transitions.

In a system of control, the combination with a source of energy, a plurality of sets of polyphase induction motors receiving energy therefrom, and means for arranging the connections of each set of motors for several speeds of operation, of electrical means for controlling the operation of said means and comprising a master controller adapted to occupy a plurality of operating positions and to etlect successive operations oi said means for arranging the connections oi the several sets of motors during the transition from one operating speed to an other.

6. In a system of control, the combination with a source of energy, a plurality of sets of polyphase induction motors receiving energy therefrom, and means for arranging the connections of each set of motors for several speeds of operation, of electrical means for controlling the operation of said means and comprising a master controller adapted to occupy a plurality of operating positions and having a plurality of conducting segments for respectively governing the operation of the means for arranging the connections of said several sets of driving motors, said segments being arranged to effect the successive operation of said means during the transition from one speed to another.

7. In a system of control, the combination with a source of energy, a plurality of sets oi polyphase induction motors receiving energy therefrom, and means for arranging the connections of each set of motors for several speeds of operation, of electrical means for controlling the operation of said means and comprising a master controller adapted to occupy a plurality of operating positions and having a plurality of conducting segments arranged to effect the alternate operation of the means for arranging tne connections of said several sets of motors, said operation being effected between the various operating positions of said controllers. i

8. In a system of control for an electric vehicle having a pair of driving units, the comblnation with a similar pair of polyphase induction motors for each unit, and means for changing the number of poles of said motors to obtains plurality of ranges of operating speeds, of means for effecting succes: ve change-overs of the motors of the respective units, whereby the motors of one unit are adapted to carry the load during the transitions from one speed connection to another.

9.In a system of control for an electric vehicle having a pair of driving units, the combination with a plurality of driving motors for each unit, separate means associated with each set of motors for changing the motor connections for different ranges of operating speeds, and separate means associated with. each set of motors for governing the acceleration thereof for each range of speed, of remote-control means for effecting successive operations of both of said speed-changing means and for effecting concurrent operation. of both of said acceloration governing means.

10. In a system of control for an electric vehicle having a pair of driving units, the combination with a plurality of driving motors for each unit, separate means associated with each set of motors for changing the motor connections for different ranges of operating speeds, and separate means associated with each set of motors for governing the acceleration thereof for each range of speed, of electrical remote-control means for governing the speed-changing means and the acceleration-governing means of each set of motors and embodying a con troller for effecting concurrent operation of both of said acceleration-governing means, and a second controller for effecting successive operations of said speed-changing means during the transition of motor connections from one operating speed to another.

In testimony whereof, I have hereunto subscribed my name this 12th day of Sept,

ARTHUR J. HALL. lVitnesses H. T. MORRIS, B. B. Hnvns.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

